T-6 Sim Check GK

75 flashcards · Other · by Samuel Zhang

  1. What's not included in this Study Guide?

    Gen info & legends - US Low T-6 flying status criteria Departure/recovery procedures Airport markings and signs

  2. 6 reasons to abort a start 1-T6A-1 section 3-3

    ITT rate of increase likely to exceed 1000 °C (hot start) ITT appears likely to stay between 871-1000 °C for >5 sec Normal N1 increase halted (hung start) No rise of ITT within 10 seconds after fuel flow (no start) BAT BUS annunciator illuminates PCL moved or ST READY annunciator extinguishes

  3. When can you not reattempt after aborted engine start? 1-T6A-1 section 3-4

    Starts using external power aborted by the PMU Manual abort for hot/hung/no-start

  4. Can you reattempt engine start after an aborted battery start? 1-T6A-1 section 3-3

    Connect external power and perform Motoring Run procedure. Subsequent starts may be attempted if no engine malfunctions are evident and no limits are exceeded.

  5. BAT BUS or GEN BUS (red) annunciator cause 1-T6A-1 section 3-23 1-T6A-1 section 3-24

    Only BAT or GEN BUS annunciator means the respective bus circuit breaker failed BAT BUS or GEN BUS annunciator accompanied by other indications means the respective bus has failed.

  6. GEN (red) annunciator cause PMU FAIL (red) annunciator cause OBOGS FAIL (red) annunciator cause 1-T6A-1 section 3-23 1-T6A-1 section 3-21 1-T6A-1 section 3-34

    Corresponding system inoperative

  7. CKPT PX (red) annunciator cause 1-T6A-1 section 3-37

    Cockpit over pressurization, pressure exceeds 3.9-4.0 psi

  8. When does cockpit ΔP display change to red? 1-T6A-1 section 5-13

    4.0 psi

  9. CANOPY (red) annunciator cause 1-T6A-1 section 3-37

    Canopy unlocked/unsafe

  10. FUEL PX (red) annunciator cause 1-T6A-1 section 3-29

    Fuel pressure below 10 psi in the motive flow/return flow line

  11. OIL PX (red) annunciator cause 1-T6A-1 section 3-22

    Oil pressure is: At or below 15 psi 15 - 40 psi for 5 seconds at idle At or below 40 psi above idle

  12. CHIP (red) annunciator 1-T6A-1 section 3-22

    Engine chip detector indicates possible metal contamination in engine oil supply

  13. CKPT ALT (amber) annunciator 1-T6A-1 section 3-37

    Cockpit pressure altitude above 19,000 feet

  14. DUCT TEMP (amber) annunciator 1-T6A-1 section 3-35

    Environmental duct or defog duct above 300 °F

  15. HYDR FL LO (amber) annunciator 1-T6A-1 section 3-31

    Hydraulic reservoir fluid level below 1 qt (55 cubic in)

  16. BUS TIE (amber) annunciator 1-T6A-1 section 3-25

    Bus tie switch open or bus tie inoperative

  17. FUEL BAL (amber) annunciator 1-T6A-1 section 3-29

    Fuel imbalance exceeds 30 pounds for 2 minutes, or fuel probe or EDM fail

  18. EHYD PX LO (amber) annunciator 1-T6A-1 section 3-31

    Emergency hydraulic pressure at or below 2400 +/- 150 psi

  19. OBOGS TEMP (amber) annunciator 1-T6A-1 section 3-36

    OBOGS temp above 200 °F

  20. TAD FAIL (amber) annunciator 1-T6A-1 section 3-36

    Rudder trim aid device failure

  21. L/R FUEL LO (amber) annunciator 1-T6A-1section 3-58

    Left/Right wing tank below approx. 110 pounds usable fuel

  22. PMU STATUS (amber) annunciator 1-T6A-1 section 3-21

    PMU detected and accommodated a fault in-flight or WOW switch failure

  23. OIL PX (amber) annunciator 1-T6A-1 section 3-22

    Oil pressure is: 15 - 40 psi at idle 40 - 90 psi for 10 seconds above idle

  24. BOOST PUMP (green) annunciator 1-T6A-1 section 3-29

    Boost pump selected by switch, starter relay, or low pressure switch

  25. FDR annunciators 1-T6A-1 section 3-59

    FAIL (amber) - IDARS failure, notify maintenance MAINT (green) - IDARS memory 80% full or over-G may have occurred, notify maintenance

  26. Land as Soon as Possible (verbatim) 1-T6A-1 section 3-3

    "An emergency shall be declared and a landing accomplished at the nearest suitable landing area considering the severity of the emergency, weather conditions, field facilities, ambient lighting, and command guidance."

  27. Land as Soon as Practical (verbatim) 1-T6A-1 section 3-29

    "Emergency conditions are less urgent and, although the mission is to be terminated, the degree of the emergency is such that an immediate landing may not be necessary."

  28. Suitable Landing Area (verbatim) 1-T6A-1 section 3-29

    "A suitable landing area is a hard surface runway, taxiway, or under/overrun. Landing on an unprepared surface or ditching is not recommended."

  29. How does a BATT BUS failure affect: configuration? confirming? TP stalls? 1-T6A-1 section 3-29

    BATT BUS failure will make the landing gear and flap controllers inoperable. Landing gear and flap indications will not be powered. BATT BUS failure will make the AOA gauge inoperable for TP stalls.

  30. How does a GEN BUS failure affect: configuration? confirming? TP stalls? 1-T6A-1 section 3-25

    GEN BUS failure will make the speed brake and nosewheel steering inoperative. ASI and VSI will be lost for TP stall recovery confirmation.

  31. How does a hydraulic failure affect: configuration? confirming? TP stalls? 1-T6A-1 section 3-31

    Landing gear, flaps will no be operative unless the emergency landing gear and flap system is used. Landing gear and flaps cannot be retracted after lowered. This is applicable for go-arounds after TP stalls. Speed brake and nosewheel steering will be inoperative.

  32. How does an AOA comp fail affect TP stalls? 1-T6A-1 section 3-29

    AO indexer, AOA gauge, stick shaker, and aural tones/warning for CWS and landing gear will be inoperative.

  33. Engine oil quantity limitations 1-T6A-1 section 5-3 Condensed checklist page N-27

    Oil system capacity: 18.5 quarts or 74 half-pints Oil level must be serviced 30 min after shut down, 15-20 mins for best results. Normal oil level between MAX HOT and ADD. Fill to MAX HOT if at or below ADD. Only dipstick should be used for correct indications, sight glass is innacurate.

  34. Battery/external power limitations 1-T6A-1 section 5-3

    Do not attempt battery start if battery below 23.5V. Do not connect external power if battery below 22.0V.

  35. Propeller overspeed limit 1-T6A-1 section 5-8

    110% NP (20 sec)

  36. Idle torque operating limits 1-T6A-1 section 5-8

    Idle - 1 to 10% (ground)

  37. N1 takeoff/max or transient operating limits 1-T6A-1 section 5-8

    104% N1

  38. Oil temperature limits on the ground 1-T6A-1 section 5-8

    -40 to 105 °C (ground)

  39. Max operating speed/max operating Mach number (VMO/MMO) 1-T6A-1 section 5-9

    VMO - 316 KIAS up to and including 18,769 MSL. MMO - 0.67 above 18,769 MSL.

  40. Turbulent air penetration speed limitations (VG) 1-T6A-1 section 5-9

    Max airspeed 195 KIAS, recommended 180 KIAS

  41. Maneuvering speed limitations (VO) 1-T6A-1 section 5-9

    227 KIAS (elevator and ailerons) 150 KIAS (rudder)

  42. Zero G flight limitations 1-T6A-1 section 5-9

    0 +/- 0.25 Gs for 5 sec maximum

  43. Negative G operation 1-T6A-1 section 5-9

    Negative G operations limited to 60 seconds, requires 60 seconds of positive G flight before additional negative G. Do not exceed -2.5 G for longer than 30 sec

  44. Weight limitations 1-T6A-1 section 5-11

    Maximum: Ramp weight: 6550 lb Takeoff weight: 6500 lb Landing weight: 6500 lb zero fuel weight: 5500 lb Weight in baggage compartment: 80 lb Total glareshield weight: 8.5 lb

  45. Landing limitations 1-T6A-1 section 5-11

    Max 600 fpm (3.7 Gs) descent when main tires serviced to normal landing conditions (185 +/- 5 psi) Max 780 fpm (5.1 Gs) descent when main tires serviced to maximum landing conditions (225 +/- 5 psi)

  46. Limited capability to taxi over the following raised arresting cables 1-T6A-1 section 5-11

    BAK 9, BAK 12, BAK 13. Taxi as slow as possible, avoid gear contact with cable support donuts.

  47. Taxiing over BAK 15 net barriers 1-T6A-1 section 5-11

    Avoid taxiing over lowered BAK 15 barriers of possible. Otherwise, reduce power to idle and discontinue braking before contacting the barrier. Do NOT taxi over raised BAK 15 barriers (steer around or eject).

  48. Flying limitations after experiencing icing 1-T6A-1 section 5-13

    Until icing is eliminated: Maneuvers restricted to 30° bank and 0 to 2 Gs Increase approach speed by 10 KIAS with sufficient forward visibility from either cockpit

  49. Approved fuel types 1-T6A-1 section 5-13

    Fuels used must contain anti-ice and fungicide. See 1-T6A-1 section 5-13 for full list of approved fuels.

  50. Fuel pump suction feed limitations 1-T6A-1 section 5-13

    Engine operation only using the engine-driven high pressure fuel pump without both the electric boost pump and engine-driven low pressure fuel pump limited to 10 hours.

  51. Equipment cooling limitations 1-T6A-1 section 5-13

    Limitations apply when aircraft is parked in direct sunlight in ambient temperatures of 35 °C or higher. See 1-T6A-1 section 5-13 for table on cooling requirements

  52. What is dry, wet, and icy RCR? 1-T6A-1 section A3-1

    Runway condition - ICAO Report - RCR: Dry - Good - 23 Wet - Medium - 12 Icy - Poor - 05

  53. Maximum Braking Speed (verbatim) 1-T6A-1 section A3-2

    "Maximum braking speed is the maximum speed from which the aircraft can be brought to a stop without exceeding the maximum design energy absorption capability of the brakes (3.96 Million Foot-Pounds Total)."

  54. Assumptions for maximum abort speed 1-T6A-1 section A3-2

    3-second reaction time at Max Abort Speed to recognize decision to abort and select idle power 3-second period to apply the brakes after idle power is selected. Speed may increase up to 20 knots during the 6-second period. When the abort speed is above rotation speed, rotation speed becomes the abort speed."

  55. Landing distance assumptions 1-T6A-1 section A8-2

    3-degree approach to 50-foot obstacle height Idle power and threshold speed as determined by chart at 50 feet 2-second delay from touchdown to start of braking Maximum braking RCR of 23 (dry asphalt)

  56. Joker Fuel (verbatim) 11-2T-6V3 3.3.1.1

    "The brevity term for a pre-briefed fuel quantity above bingo at which separation, bug out, or event termination should begin and proceed with the remainder of the mission."

  57. Bingo Fuel (verbatim) 11-2T-6V3 3.3.1.2

    "The brevity term for a pre-briefed fuel quantity that allows the aircraft to return to the base of intended landing or alternate (if one is required) using preplanned recovery parameters and arriving with normal recovery fuel."

  58. Normal recovery fuel (verbatim) 11-2T-6V3 3.3.1.3

    "Normal recovery fuel is the fuel on initial or at the final approach fix (FAF) at the base of intended landing or alternate, if required. This fuel quantity will be the higher of what is established locally or 200 pounds."

  59. When to declare min or emergency fuel? 11-2T-6V3 3.3.1.4

    Minimum or emergency fuel will be declared when the fuel remaining at final touchdown will be less than the respective requirements.

  60. What is the control and performance method? 11-202V3 A4.2

    Establish Trim Cross-check Adjust

  61. ILS useable range 11-202V3 8.6.2

    25 nm within 10° of front course centerline 17 nm between 10° and 35° of front course centerline 10 nm outside of 35 degrees from front course centerline

  62. Localizer vs LDA 11-202V3 8.7.2

    A localizer offset more than 3 degrees from runway centerline is considered a localizer type directional aid (LDA)

  63. What is considered station passage? 11-202V3 5.3.1

    TO-FROM indicator makes first positive change indicating FROM (VOR and VOR/DME)

  64. When is an aircraft established on track? 11-202V3 15.23.1-4

    within half-full-scale deflection within +/- 5 degrees of the required bearing for NBD (Non-Directional Beacon) Full-scale deflection of LOC (NAS only) Within 1x the required accuracy for RNAV or RNP (Required Navigation Performance) segments flown

  65. Aircraft categories 11-202V3 Table 4.2

    A: Less than 91 knots B: 91- 120 knots (T-6A default) C: 121 - 140 knots D: 141 - 165 knots E: 166 or more H: Helicopters (may use A)

  66. Arriving at airfields with weather 11-202V3 14.2

    Do not begin descent if weather at destination is below approach minimums. If the weather decreases below approach minimums after descent, the approach may be attempted down to the MDA.

  67. What should you review before starting initial descent? 11-202V3 14.6

    A - ATIS D - Descent check R - Review approach plate W - Weather minimums H - Holding requirements O - Obtain clearance S - Speed restrictions

  68. Where should required CTAF calls be made? 11-202V3 14.6.2.2-3

    Established on final approach segment or released by ATC Departing FAF inbound Completion or termination of approach Executing missed approach procedure

  69. On an approach plate, where is equipment required mentioned? 11-202V3 15.11

    Equipment required for executing the procedure is mentioned in the title or in the notes. Equipment required for transitioning from enroute environment to the procedure is mentioned on the plan view.

  70. Methods for executing a procedure turn and how are they depicted? 11-202V3 15.28-30

    45°/180° (more segmented) 80°/260° (more of a fluid turn) Base turn or Teardrop Depicted by "barb" arrow on maneuvering side

  71. When not to fly a procedure turn 11-202V3 15.28-32

    S - Cleared for straight-in N - "NoPT" depicted E - Established on inbound course after appropriate entry and cleared for approach R - Radar vector to final provided T - Conducting timed approach from a holding fix

  72. What is Holding in Lieu of Procedure Turn (HILPT) for, and how is it depicted? 11-202V3 15.26

    HILPT are used for: insufficient distance to lose altitude entry into procedure turn not practical alternative for operational flexibility Depicted by holding pattern in heavy black lines

  73. DA vs MDA 11-202V3 Attachment 1, Terms

    Decision Altitude is for precision approaches. Missed approach if no visual by DA. Can momentarily go below to execute missed approach. Minimum Descent Altitude is for non-precision approaches. Must remain at MDA until visual acquired. Cannot drop below.

  74. What is a VDP and how do you calculate it? 11-202V3 16.3.2

    A Visual Descent Point (VDP) is the point on a non-precision final approach where a stabilized descent from the MDA to the touchdown point may be commenced. Gus wears a hat: HAT / (Glideslope * 100)

  75. When is a missed approach required? 11-202V3 16.7

    Missed Approach required if pilot sees none of the following runway visual indications: Approach lighting system Runway end identifier lights Runway lights Visual approach slope indicator (VASI) Threshold, threshold markings, or threshold lights Touchdown zone, touchdown zone markings, or touchdown zone lights Runway or runway markings